Automatic air-brake coupling.



PATENTED SEPT. 13, 1904.

F. M. GABON.

AUTOMATIC AIR BRAKE COUPLING.

APPLIOATION FILED MAR. 19, 1904.

3 SHEETS-SHEET 1.

N0 MODEL.

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PATENTED SEPT. 13,1904.

3 SHEETS-SHEET 2.

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PATENTED SEPT. 13, 1904.

F. M. GARON.

AUTOMATIC AIR BRAKE COUPLING.

APPLIOATION'HLED MAR;19, 1904.

3 SHEETS-SHEET 3.

NO MODEL.

mmmmmmmw UNITED STATES Patented September 13, 1904.

PATENT EE cE.

FRED M. CARON, OF WORCESTER, MASSACHUSETTS, ASSIGNOR TO M. PERGIVAL VVHITTALL AND CHARLES H. FLINT, OF WORCESTER,

MASSA CHUSETTS.

AUTOMATIC AIR-BRAKE COUPLING.

SPECIFICATION forming part of Letters Patent No. 770,160, dated September 13, 1904,

Application filed March 19, 1904.

To all whom it may concern.-

Be it known that I, FRED M. GABON, of the city and county of Worcester and State of Massachusetts, have invented certain new and useful Improvements in Automatic Air-Brake Couplers; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, forming a part of this specification, and in which Figure 1 represents a side view of so much of two freight-cars as is necessary to illustrate my invention applied thereto. Fig. 2 is a vertical section on line a, Fig. 1, looking in the direction of arrow 60', showing an end view of one of the cars and my improved airbrake coupler partly in cross-section and end elevation. Fig. 3 is a bottom view of part of one of the cars and my said improved airbrake coupler. Fig. 4 represents, upon an enlarged scale, a top or plan view of the central part of the coupler. Fig. 5 represents, upon a still larger scale, a central horizontal longitudinal section, partly in plan view, of said central part of the coupler at the left of Fig. 4, all the following figures being upon the same enlarged scale. Fig. 6 is a central horizontal longitudinal section through the spring-piston and swivel-bearing at one end of the coupler, hereinafter described, shown at the right hand of Fig. 4. Fig. 7 is a side view of one of the swivel-bearings and part of one of the fixed bearings at the outer ends of the coupler. Fig. 8 is an inner end view of one of the coupling-heads. Fig. 9 is a transverse section on line b, Fig. 6, looking in the direction of arrow 6. Fig. 10 is a transverse section on line 0, Fig. 6. Fig. 11 is a detached side view of one of the coupling-pins of the coupler. Fig. 12 is a side view of one of the airvalves, hereinafter described, looking in the direction of arrow d, Fig. 41. Fig. 13 is a plan thereof with the cover removed, the valve-spindle being shown in cross-section. Fig. 14 is a central vertical longitudinal section through said valve, taken at the point indicated by line 6, Fig. 13. Fig. 15 is a transverse section taken at the point indicated by line f, Fig. 5, looking Serial No. 198,947. (No model.)

in the direction of arrow f. Fig. 16 is a transverse section taken at the point indicated by line g, Fig. 5, looking in the direction of arrow 9. Fig. 17 is a longitudinal section taken at the point indicated by line /t, Fig. 5, looking in the direction of arrow it; and Fig. 18 is a transverse section on line z', Fig. 1, looking in the direction of the arrow.

The object of my invention is to provide means whereby the air-brake connections of cars, and more particularly freight-cars, may be automatically coupled, and is designed to take the place of the usual hose-pipe connections between one car and another now coupled by hand.

Said invention consists of a coupler device arranged centrally and longitudinally under the abutting ends of the cars and comprising two central coupling-heads, one on the inner end of each half of said coupler device, each half of said device also having an emergencyvalve, a spring piston-rod and cylinder, a swivel-bearing and supports for the parts, as will be hereinafter more fully set forth.

To enable others skilled in the art to which my invention appertains to better understand the nature and purpose thereof, I will now proceed to describe it more in detail.

In the drawings, A 13 represent so much of two freight-cars as is necessary to illustrate the application of my invention thereto. Said cars are of usual construction and embody no new features aside from my improved automatic air-coupler, which, as previously stated, is arranged longitudinally under the center of the abutting ends of said two cars. Said coupler comprises, as also before stated, the following elements, which may be divided into groups of mechanisms as follows: The

coupling-heads C C, constituting the inner abutting ends of each half of the coupler, the emergency-valves D D, the spring-pistons E E, their cylinders F F, the swivel-bearings G the air-conducting pipes outside of said bearings, and the various supports, which will be hereinafter described.

The outer ends of the coupler are supported in this instance in the following manner: They are rigidly fastened by means of frames H H to cross-beams I I under the cars, the outer ends of the pipes J J being mounted in said frames. Each half of the coupler device is also supported between the coupling-heads O (1 and the swivel-bearings G G by means of spring-bearings K, (shown in Fig. 18,) which being provided with stifi radial springs K hold said two halves of the'device securely in position and at the same time permit the same to yield slightly in any lateral direction for the purpose hereinafter described, the inner ends of said radial springs K being fastened to the bearings K K and their outer ends to a frame K secured rigidly to some stationary part of the car.

The inner ends of each half of the coupler device between the coupling-heads C G and valves D D are also preferably supported by means of strong vertical spiral springs L L, suspended from the car. The purpose of these'springs serve as auxiliaries to the springs K to support the coupling-heads in their proper vertical positions, so that when the cars come together a proper coupling connection will be made. As many other similar devices may be employed whereby the outer ends of the two halves of the coupler device may be held rigid and their inner ends supported in laterally-yielding bearings, I do not limit myself to the means herein shown and described.

The coupling-heads C C each comprise a box Q containing a chamber G in which are arranged two swinging valves C C, suspended from 'a horizontal rod 0'' in the upper end of each box, said valves being arranged to swing freely and adapted to fit against the ports or openings C when in vertical positions, as is shown by full lines in Figs. 16 and 17.

When the coupler is disconnected at the coupling-heads, said valves C O are closed tight against their respective ports, being held against the same by the air-pressure, being open only when forcibly pushed forward by the coupling-pins M M, as is shown by dotted lines in Fig. 17 Each coupling-pin (of which there are two in this instance, one in each head) is fastened rigidly to its respective box, being arranged longitudinally and parallel to each other, as is shown in the drawings. They are each provided with a central longitudinal opening M extending therethrough for the passage of the air from one chamber to the other of the coupling-head boxes 0 when the coupling connection is made, as is shown in Fig. 5. Said boxesO are each provided with a pair of horizontal transversely-arranged rolls N N, between which the ends M of the coupling-pins are adapted to pass in moving forward to produce the coupling connection, said rolls being arranged to yield vertically to permit the enlarged ends of said coupling-pins passing through and to contract after said headshave passed through to bring the rolls into the depressed portion vance of the rolls 'N N.

or neck M of each pin, thus holding the pins in engagement with the rolls until forcibly withdrawn by the uncoupling and separation of the cars.

In order that an air-tight, connection may be maintained between the coupling-pins and their ports when in engagement therewith, as is shown with Fig. 5, each port is provided with a rubber gasket 0, fitted in a suitable recess surrounding said port. The cover 0 of box (l is also made air-tight by the packing C". To facilitate and properly guide the coupling-pins M M in between their respective holding-rolls N N and ports G, the boxes C are preferably each provided with a flaring hood C, converging to the opening where the coupling-pin enters the box just in ad- Said rolls are in this instance made vertically adjustable by fitting the bearings of each top roll in vertical housings and suspending the bottom rolls therefrom by means of spiral springs N (See Figs. 5 and 15.)

By the foregoing construction of the coupling-heads C C it is obvious that when the cars are brought together and coupled in the usual way the air-coupler is also automatically operated to connect the air-circuit between one car and the other. As the heads come together the pins M M entering their respective ports pass between their respective holding spring-rolls and their ends impinging against the valves G open-the same'and produce said air circuit or connection. It will also be apparent that by thus automatically making said connection much labor is saved over the oldmethod of air-coupling by means of hosepiping requiring each pair of cars to be coupled separately by hand. By dispensing with the use of said hose-piping the objection of its bursting, as is now often the case, is wholly removed, and the liability to accidental disconnection of the air-circuit is reduced to a minimum. Another advantage of effecting said connection automatically and reducing the liability to breaking the air-circuit is that the danger to brakemen is greatly reduced not only from dispensing with the hand-couplings and removing the necessity of the brakemen exposing themselves to accidents between the cars, but also from being thrown from the tops of the cars of a rapidly-moving train stopped by the sudden application of the brakes when the air-circuit is broken, as aforesaid.

The valves D D, which are arranged between the coupling-heads C C and cylinders F F, are for the purpose of providing a means for coupling in the old way by hand by means of a hose-pipe coupling in case the automatic coupler becomes in any way temporarily deranged so that it will not operate properly, in which case the hose-pipe is coupled at one end to a threaded hub D on the body of one valve and its other end to a similar hub on the body of the other valve.

The valve-body is provided with two longitudinal ports D D, with a transverse port D and with a central chamber D, communicating therewith. The port D is preferably at an angle to the other ports. Between said transverse port and the port D is arranged a twoarm valve D mounted on the inner end of a vertical transverse spindle D havinga handle D on its outer end above cover D for turning it and its valve D Ordinarily and when the automatic coupler is all right for operation the arm m of valve D is closed tight against the port D leading to the hub D but if any derangement of said automatic coupler occurs said valve is turned by its spindle D and handle D to bring the arm a tight against the longitudinal port D as is shown by full lines in Fig. 13, thus cutting off the passage of air to the automatic coupling-heads and directing it through the temporary hose-pipe connection. As said emergency-valves are not an essential feature to the carrying out of my invention, I reserve the right to use the same or not, as desired. As will be observed, it is more of a convenience and safeguard than a necessity.

The purpose of the spring-pistons E E and their cylinders F F is to provide means whereby the coupling-heads C C may be permitted to yield slightly in a longitudinal direction, and thus prevent injury to the parts by any sudden longitudinal impact in the coupling operation.

In order that the pistons may beheld from turning,so as to hold the coupling-heads always in their proper positions, the piston-heads E are in practice made square or of polygon shape in cross-section. In this instance they are hexagonal in shape, as is shown in Fig. 10, and the interior of the cylinders F F, in which they slide, are correspondingly shaped. Between said heads and each head of the cylinder are arranged the spiral springs P P for effecting the aforesaid yielding pressure. Between cylinders F F and the rigid bearings H H at the outer ends of each half of the device are arranged the swivel-bearings G. Each consists simply of a socket-piece G and a ball G fitted therein, being held in place and made removable by providing said socket-piece with a cover G (See Figs. 6 and 7.) By the employment of said swivel or ball-and-socket-joint bearing that portion of one-half of the coupler in front thereof has free play to swing as much as is permitted by the springbearing supports previously de scribed, and thereby obviates the liability to injury of the parts that would occur were said parts fastened rigidly in place.

The various parts of the device, it will be understood, are arranged in alinement longitudinally, and a central longitudinal air-passage is maintained throughout the whole length of the device, connecting with the usual air-brake pipes Q Q, at the ends.

My invention is designed to be applied in practice to any freight-car, and the outer ends of the coupling device are connected directly to said usual air-pipes Q of said cars.

While I have designed said invention more particularly for use on freight-cars and have thus shown and described the same, I do not limit myself thereto, as it may be adapted in practice, by changing the shapes and positions of the parts somewhat, to passengercars. I also reserve the right to modify the construction of the various parts to conform to different circumstances in applying my invention in practice.

Having now described said invention, what I claim therein as new, and desire to secure by Letters Patent, is-

1. An automatic air-coupler for cars, comprising, in combination, two abutting coupling-heads, each provided with a coupling-pin having a central longitudinal opening therethrough; each head also having a chamber and longitudinal ports communicating therewith; also valves adapted to open and close said ports and with which the ends of the coupling-pins engage; also transverse, spring-rolls arranged in said heads in such positions that the ends of the coupling-pins will pass between them and be detachably held thereby, and means for guiding the coupling-pins to said ports and between said rolls; air-valves arranged on the pistons next to said couplingpins, each consisting of a body having a cen tral chamber with longitudinal and transverse ports communicating therewith, also a valve adapted to close one of the longitudinal ports and the transverse port, and means for supporting said valve and for operating it; said pistons, the same having heads each fitted to slide, but not to turn in its cylinder; said cylinders, spiral springs, arranged between said piston-head and the cylinder-heads; a balland-socket-joint bearing next to the outside of eaclrcylinder, means for supporting the various parts and for connecting the coupler device with the usual air-brake pipes, substantially as set forth.

2. In an automatic air-brake coupler, the combination of the pistons and their supports, with the coupling-heads, each comprising a longitudinal coupling-pin, having a central, longitudinal opening, and the two couplingpins arranged parallel to each other; each head also having a chamber, andlongitudinal ports communicating therewith, also valves adapted to open and close said ports and with which the ends of the coupling-pins engage, also transverse, spring-rolls arranged in said heads in such positions that the ends of the couplingpins will pass between them and be detachably held thereby; means for guiding the couplingpins to said ports and between said rolls, and for making the joints between the various parts air-tight, substantially as set forth.

3. In an automatic air-brake coupler, the

combination of the coupling-heads, constructed as described,the spring-pistons, their heads, the cylinders and means for supporting the various parts, with emergency-valves, arranged one on each piston between said coupling-pins and cylinders, and each comprising a body part, having a central chamber, and longitudinal and transverse ports communieating therewith,a valve adapted to close one of said longitudinal ports and the transverse port, means for supporting said valve and for operating it, and the ball-and-socket-joint bearings at the outer ends of the cylinders, between the cylinder-heads and usual train-pipes for obtaininga swivel motion of the cylinders and coupling-heads, substantially as set forth.

4. In an automatic air-brake coupler, the combination of the coupling-heads constructed as described, the ball-and-socket-joint bearings located between the outer cylinder-heads and the usual train-pipes, and means for supporting the parts, with the pistons, their heads, the cylinders interposed between said coupling-heads and ball-and-socket-joint bearings,

springs arranged in said cylinders between 25 the piston-heads and the cylinder-heads, and means for supporting the parts, substantially as set forth.

5. In an automatic air-brake coupler, the combination of the coupling-heads, the emergency-valves, the pistons, their heads, and springs, arranged at each side thereof in the cylinders, said cylinders, the swivel-bearings, the air-pipes, coming between said bearings and the end bearings secured to the car and which are secured to the usual air-brake pipes, with the supporting bearings K, K, their radial springs K the fixed frame to which the outer ends of said radial springs are attached, and the supporting springs L L, substantially as set forth.

FRED M. GABON.

Witnesses:

ALBERT A. BARKER, EVERETT N. BARKER. 

